Bumper post, track stiffening structure therefor, and method of stiffening existing track



Sept. 8, 1936. s, w. HAYES 2,053,556

BUMPER POST, TRACK STIFFENING STRUCTURE THEREFOR,

AND METHOD OF STIFFENING EXISTING TRACK Filed Dec. 20, 1932 2 Sheets-Sheet 1 2 7W A TTORNEYS.

Sept. 8, 1936. s w HAYES 2,053,556

BUMPER POST, TRACK ETIFFENING STRUCTURE THEREFOR, AND METHOD OF STIFFENING EXISTING TRACK Filed Dec. 20, 1952 2 Sheets-Sheet 2 IN VEN TOR.

lib

A TTORNEYS.

Patented Sept. 8, 1936 PATENT OFFICE.

BUMPER POST, TRACK STIFFENING smoc- TU RE THEREFOR, AND

METHOD OF STIFFENING EXISTING TRACK Stanley W. Hayes, Richmond, Ind., assignor to Hayes Track Appliance Company, Richmond, Ind., a corporation of Indiana Application December 20, 1932, Serial No. 648,070

11 Claims.

This invention relates to bumper posts, to track stiffening structure therefor and to the method of stiffening existing track at bumper locations before or after the installation of the bumper.

The track stiffening-structure acts in a vertical sense to hold down the track and it may also be, and usually is, so related to the track rails or bumper structure or both as to take sidewise (rail spreading) thrust resulting from car impact and in some embodiments part also of the downward component. The track stiffening structure may be combined with various kinds of existent bumpers of the type inwhich the bumper head 1 is supported between the rails and delivers stress of impact to the road bed by diverging compression members andby tension members, such for example as the bumper of the patent of this applicant No. 1,705,479, dated March 19, 1929, or that of his application Serial No. 558,283, filed August 20, 1931, or that of his application Serial No. 648,069, filed December 20,1932. The structure referred to may be applied to a bumper already in track being connected thereto indirectly through the rails, orit may be directly, or directly and integrally, united to the bumper post structure.

The building up of the stiffeninggrid structure, by the method hereinafter set forth, in an existing track and, even where the bumper post has long been a track fixture, evidently has decided utility. The grid itself coacts with the existent track and with the bumper post in combinations recited in the claims.

The invention also includes improvements in the compression and in the tension structure useful in themselves even in the absence of the track stiffening structure and applicable wherever-they can be of use. The invention will be understood from the following specification and the accompanying drawings. It consists in the subject matter set forth in the appended claims.

Referring to the drawingsz-Fig. 1 is a plan showing the bumper of the aforesaid patent installed in track with the track-stiffening structure associated therewith in accordance with the invention.

Fig. 2 is a side elevation corresponding to Fig. 1, the further extension to a considerable distance in advance of the post being indicated in both figures by the breaking away of the various rails.

Fig. 3 is a rear end elevation corresponding to Figs. 1 and 2.

ment of the invention in which the post is of the general nature of that set forth and claimed in the pending application, Serial No. 558,283, above referred to, and of the improvement thereon shown and claimed in the application Serial No. 648,069, also referred to above.

Fig. 5 is a side elevation corresponding to Fig. 4, the near rail being removed. The breaking away of the various rails in both Figs. 4' and 5 indicates the considerable further extension of the track stilfening structure and the portion of the track to which it is applied.

Fig. 6 is a transverse vertical section on line VIVI'of Fig. 4 showing in rear end elevation the lower ends of the compression members, the base structure, transverse connecting beam and. intermediate rails, and

Fig. '7 is adetail front elevation-of the lefthand tension base structure.

Referring to the embodiment of the invention illustrated in Figs. 1 to 3, the post therein shown, that of the patent above identified, has bumper head I supported from the road bed by compression channels 2 secured to compression base members 3 bolted respectively to the adjacent rails, and by tension bars 4 hooked over the bumper head and underneath the tension base members 5 and further serving to transmit stress of car impact to the road bed which term is used broadly to indicate the rails, ties, ballast, stiffening structure or any one or more of them. Anchor bars 6 secured to the compression and tension base members are spiked to ties in advance thereof. In order to control the tendency of the track to rise at the point of tension connection to the road bed, and to divide the outward sidewise rail spreading thrust on the compression base members, compression track stiffening structure is built into the existing track at the bumper post location. This structure consists of longitudinal and transverse members built up by the method herein described into a track stiffening grid having one or more transverse members as the case may be. These members are introduced individually into the existing track and are readily connected, preferably by threading one through the other. The illustrated track-stiffening structure when completed comprises a pair of intermediate rails I located adjacent the respective track rails, say a foot or so inside them, and extending lengthwise of the track from a point well in advance of thebumper post to its rear a distance substantially twice the length in track of the bumper post and preferably fourteen feet or more. These rails are securely anchored and stiffening beams constituted by these rails are, for full effectiveness, directly or indirectly connected to the track rails or/ and to the respective compression base members indirectly, directly, or both directly and integrally. The beam or beams 8 are located in" the plane of the ties and are most effective when one of "them is placed opposite the compression base members 3 in a plane crosswise of the track and intersecting said base members so as to take the outward sidewise thrust delivered thereto from the bumper head on car impact. In the form of the structure illustrated in Figs. 1-3, the connection' ofthe track stiffening compression receiving structure to the compression base members is indirect through the track rails and not, as it might also be, direct through the compression base or track fixture members 3. The cross beam 8, in; the figures referred to has, in addition to the sockets for the intermediate rails already mentioned, track rail base sockets or outside recesses illustrated as each consisting of an end member [0 welded to the cross beam adjacent its end' and an inwardly projecting lug l I welded to the member ID, the cross beam being thus supported andheld in place when intermediate rails lare'not present, and being enabled to prevent spreading under outward thrust delivered to the base-member under car impact. It will be understood that the parts will be constructedof such size and weight as to insure the requisite strength. While welding is preferred, it is not the only acceptable mode of. manufacture. The tie bar cross-connecting the compression base members 3 usually presentin the post of the said patent is omitted as unnecessary, and to leave room for the intermediate rails. With this slight omission the track stiffening andlstress dividing and dispersing structure can be built up in existing track and applied to bumpers of this sort already installed, and for that matter to practically all bumpers of this general type. The removal of tie-bars or other such minor parts is a preliminary easily effected. The stiffening grid thus has an enlarged field of utility.

There are, however, compensating advantages in new bumper posts in connecting the cross beam 8 of the track stiffening structure with the compression base structure of the post, as is shown in the post illustrated in the remaining figures, namely, Figs. 4-7, in which, as will shortly appear the said members are integrally connected.

The bumper post of these figures contains features illustrated and claimed in each of the applications above identified. In these figures, bumper plate I2 is supported from the road bed by integral compression structure consisting of divergent compression members l3, which are preferably H-beams located flange side up in the same plane transverseof the track, having their front ends abutting on and welded to the back of the bumper plate, the head structure being braced by plate pieces l4 welded thereto and by side plates l5 as in the head of the post of the application Serial No. 648,069. The respective compression members, as in the said application ed thereto.

Serial No. 648,069, abut on and are welded to the abutment member leg N5 of the angle whose other leg I 1 extends downward, outward and rearward to the angular compression base plate or track fixture member having a base portion l8 and the upstanding rail connecting flange l9, to both of which the leg I! cornering on the base part l8 is-welded. Angular brace plates 20 are located in the plane of the web of the adjacent H- beam, namely, the longitudinal axial plane of V the H-beam, fit the angle between the legs IB-ll and are welded therein as well as to the base portion I8 of the compression base plate, whose rail attachment flange is is provided with bolt holes and adjacent pads 2|. The base portions I8 of the compression base plates have on their underside the usual pads 22 weld They also have spacer blocks 23 welded to their underside and to the top of the cross beam-2A which thus integrally connects the compression base plates. This beam differing in this respect from cross beam 8 of the track stiffening grid of Figs. 1 to 3 which extends under both track rail bases, stops short of the respective rails. It corresponds, however, to cross beam 8 thus having a double function. In the bumper of Figs. 4 to '7, thestiffening structure is provided with an additional cross beam 34 some distance in advance of the tension structure.

The compression structure thus described is bolted in track in the usual way. The means of tension connection from the bumper head to the road bed are improvements over the tension structure illustrated in the application Serial No. 648,069, above identified, and preferably consist in a unitary structure having a cross bar 26 to which are welded the divergent tension bars 21 passing through holes'near its respective ends and extending downward, outward and forward through tension base members or track fixtures 28 to which they are welded, and which have upright flanges 29 provided with bolt holes and tension pads 30 and adapted to be bolted to the rail web in the usual way. These tension members are provided with space blocks 3| welded thereto and to the top of the tension cross beam 32 adapted to seat under both of the rails, the bases of which are received in the recesses thus formed.

The tension structure is further strengthened by the provision of a pair of brace plates or clips 33, locatedin a plane normal to the face of the I-beam that is, lengthwise of the track one in front and the other behind the I-beam to receive the head and web between them and strongly brace the structure, the members 33 being welded to the underside of the base 28 to the space block 23 and to the top flanges and web of the I beam. It will be understood that this integral tension unit may be used in a bumper post whose compression structure is not a unit and which may or may not be provided with track stiffening and stress resisting structure. It will appear further that the tension base structure just described may be used where the tension bars are not integral with the tension cross bar or other structure associated with the bumper head.

As in the track stiffening structure already described, intermediate rails 1 adjacent the respective tracks, having substantially the same location and length as the intermediate rails I referred to earlier in the specification and anchored to the road bed as by spiking to the several ties are introduced into the existing track by threading (shoving) through sockets carried by one or more cross beams 24, 34, these sockets being formed preferably as in-the construction already described by lugs or clips 9' welded in tegrality and weaker as well as less convenient for purposes of shipment and installation. It will be apparent that the intermediate rails divide the sidewise stress dueto compression, so that it is not all taken by the adjacent rail, and distribute it to the various ties to which the intermediate rails are spiked. The outward .component of the thrust carried by each compression member operates in the axial plane of the beam 24 which thus resists it effectively.

The compression unit may be bolted in track and the tension unit bolted thereto and bolted in track, and the intermediate rails afterwards shoved endwise through the alined sockets on the, cross beams and are then spiked in place. In doing this, one of the track rails is first moved out and later replaced.

I claim:

1. A track stiffening grid structure for association with an existing track at a bumper post location, comprising separate members some of which are longitudinal and one of which is transverse with respect to the track and in a plane intersecting compression base members of the post, introduced into the existing track and connected together therein as a stiffening structure, means for connecting said longitudinal and transverse members, means anchoring the longitudinal members to the road bed, and means for connecting the said transverse member to the respective track rails in said plane.

2. Track stiffening and spread preventing structure for bumper post locations in existing track, comprising one or more cross beams extending crosswise of the track and hav ng beam receiving sockets adjacent and spaced from the respective track rails, beams intermediate the track rails and threaded through said sockets, said beams extending lengthwise of the track from a point well in advance of the bumper post to its rear, and means associated with the cross beam or beams for connecting said structure to the respective track rails to prevent them from spreading under car impact.

3. A bumper post comprising a bumper head, compression members diverging downward, outward, and rearward therefrom, compression base structure to which thrust of car impact is transmitted by the compression members and which includes a track fixture adjacent each of the respective rails at points opposite each other in the track, each said track fixture having an upstanding rail attachment flange and a base flange both receiving said thrust, a cross beam connecting both track fixtures across the track and stopping short of the adjacent rail base, said cross beam being provided with rail base sockets adjacent the respective track fixtures, track stiffening rails threaded through said rail base sockets and anchored to the road bed and extending from a point well inadvance-of the bumperpost to its rear. and tension means for connecting the bumper head to thelroad bed at points in advance thereof at the adjacent track rails and opposite each other in the track. 7

4. A bumper post' comprising a bumper head, compression members diverging downward, outward, and rearward therefrom, base structure supporting said compression members and including abase plate member adjacent each of the respective rails, and a cross beam integral with said base plate members and provided opposite and adjacent each of thesaid base plate members with a rail base receiving socket,'intermediate rails between the track rails having their bases located in said sockets, said intermediate rails extending lengthwise of the trackfrom a point well'in advance'of the'post to its rear and being anchored to the road'bed, and tension means for distributing stress of impact to the road bed.

5. A bumper post comprising a bumper head, means for transmitting stress of impact therefrom to the road bed including compression members diverging downward, outward, and rearward from the bumper head to the road bed at opposite points adjacent therespective-track rails, transversely aligned base structures for said compression members at said points, track stiffening and thrust receiving intermediate rails inside and in the plane of the respective track rails and extending from well in advance of the post to its rear, and a plurality of cross beams one in advance of the post and one aligned transversely with the compression base structures and directly or indirectly connected to the respective track rails and to the respective compression base structures, each said crossbeam having a rail base receiving socket for each of the respective intermediate rails.

6. A bumper post comprising a bumper head, means for transmitting'stress of impact therefrom to the road bed including compression members diverging downward, outward, and rearward from the bumper head to the road bed at opposite points adjacent the respective rails, track stiffening and thrust receiving intermediate rails located inside and adjacent the respective track rails, seating on and secured to a multiplicity of ties, and extending from well in advance of the post to its rear, and a cross beam located in line with the points of delivery of compression stress to the road bed by the respective compression members and provided with rail base receiving sockets or apertures for receiving the respective intermediate rails adapted to be shoved therethrough, the cross beam being connected to the respective rails at points in line with the compression base structure.

7. A bumper post comprising a bumper head, means for transmitting stress of impact therefrom to the road bed including compression members diverging downward, outward, and rearward from the bumper head to the road bed at opposite points adjacent the respective rails, track stiffening and thrust receiving intermediate rails anchored to the road bed, located inside and. adjacent the respective rails, and extending from well in advance of the post to its rear, and a cross beam located in line with the points of delivery of compression stress to the road bed by the respective compression members and provided with rail base receiving sockets orapertures through which the respective intermediate rails are adapted to be shoved, the cross beam being connected directly or indirectly to the compression base structure.

8. A bumper post comprising a bumper head, compression members diverging downward, 'outward, and rearward therefrom to the road bed at the respective track rails, tension means for delivering stress of impact to the road bed, an anchored intermediate rail inwardly adjacent each track rail and extending lengthwise'of the track from a point well in advance of the post to its rear, and means for connecting each intermediate rail to the adjacent track rail.

9.. A bumper post comprising a bumper head, compression members diverging downward, outward, and rearward therefrom to the road bed at the respective track rails, tension means for delivering stress of impact to the road bed, an anchored intermediate rail inwardly adjacent each track rail-and extending lengthwise of the track from a point well inadvance of the post *to its rear, rail base receiving sockets each adapted to receive one of said intermediate rails, and means for connecting each of said sockets with the adjacent track rail.

to the respective track rails at points opposite each other in the track, an anchored intermediate rail inwardly adjacent each track rail and extending lengthwise of the track from a point well in advance of the post to its rear, and means provided with sockets or apertures through which the base of each intermediate rail is shoved or threaded and which has rigid extension to the adjacent track rail and is connected thereto at points aligned crosswise of the track and opposite the respective compression base members.

11. Abumper post comprising a bumper head, compression members diverging downward, outward, and rearward to the road bed and having compression track fixture base members secured to the respective track rails at points opposite each other in the track, an anchored intermediate rail inwardly adjacent each track rail and extending lengthwise of the track from a point well in advance of the post to its rear, and means for connecting each intermediate rail to the adjacent track rail at points aligned crosswise of the track and opposite the respective compression base members. a

" a STANLEY W. HAYES. 

